Flying vehicle retractable wing hinge and truss

ABSTRACT

A truss for a flying vehicle supports a pair of wings in a manner which facilitates pivoting of the wings between a deployed configuration and a retracted configuration. The truss includes parallel top and bottom plates with the gap therebetween. The wings have wing brackets affixed thereto with the wing brackets pivotably supported by hinge assemblies to the top plate and bottom plate of the truss. Latch assemblies can be selectively actuated to secure the wing brackets and associated wings to the truss in either the deployed configuration or the retracted configuration, so that loads between the wings and the truss are primarily carried through the latch assemblies rather than through the hinge assemblies. A hinge position on the truss and on the wing brackets is selected to maximize wing length tip to tip while minimizing an outline required for the vehicle when the wings are fully retracted.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims benefit under Title 35, U.S. Code § 119(e) ofU.S. Provisional Application No. 61/400,896 filed on Aug. 3, 2010.

FIELD OF THE INVENTION

The following invention relates to flying vehicles and particularlyairplane type vehicles with a fixed wing when in flight. Moreparticularly, this invention relates to aircraft exhibiting a fixed wingwhen in flight which can have the wings move from a deployed position toa retracted position when the wings are not in use, such as tofacilitate use of the vehicle as a road vehicle.

BACKGROUND OF THE INVENTION

Although flying automobiles have captured the imagination forgenerations, a viable flying car has not been successfully introduced.At present, although construction and materials have reduced automobileweight, automotive safety and smog regulations require a car to beheavier than a similarly sized aircraft. It seems a daunting task toproduce an automobile that also has suitable qualities for flight.Motorcycle construction and weight is a more suitable match for a flyingvehicle or combined land/air vehicle, hence the three-wheel approachdescribed herein.

While driving on the ground, wings are detrimental. The wings producelift when such lift undesirably destabilizes the land vehicle. The wingsare highly subject to damage. Also, land vehicle traffic lanes on roadsare too narrow to accommodate winged vehicles. Thus, it is desirable tohave the wings transition between a deployed flight position and aretracted land travel position. Numerous examples exist of hinged wings,especially for aircraft storage. Many such designs date from aircraftcarrier operations during World War II. An example would be the U.S.Navy Corsair.

Additional examples have shown up in military and non-military aircraftsince that time, including the F-111, Tomcat and the Terrafugia. Whilethe Tomcat and F-111 were swinging wings, the Corsair and Terrafugiawere folding wings. Each have hinge mechanisms that take significantloads from the wing during flight, and consequently have to be veryrobust. Even with this, there are maintenance issues with the swingwings of the F-111 and the Tomcat.

The present invention describes a wing hinge mechanism that allows awing to swing out from a retracted position to a deployed position, butthen has features that allow the main forces of the wing loading tobypass the hinge while in flight. This keeps the hinge fairly small andlight, which is important to flying vehicles, and prevents the extramaintenance of hinges that suffer wing load conditions during normaluse.

SUMMARY OF THE INVENTION

With this invention a vehicle configuration is provided which has a pairof wings which pivot about hinges relative to a central truss built intoa frame of the vehicle. While the vehicle could be any form of flyingvehicle which would benefit from having retractable wings in certaincircumstances, the preferred embodiment is in the form of a vehicleconvertible between a flying mode and a driving mode when it isconfigured as a three-wheeled vehicle (i.e. a motorcycle).

The hinged wing structure generally includes a central truss, a lefthinge, a right hinge and wing brackets associated with a left wing andright wing. In this embodiment, the truss is generally in the form oftwo substantially parallel plates. Each plate is formed of separate ribsas structural members to transmit tension and compression loadsthroughout the truss. A primary goal of the truss is to have wing loadstransmitted directly from the wings to the truss rather than havingsignificant loads transmitted through the hinges. In this way, a sizeand robustness of the hinges and structure of the truss directlyadjacent the hinges can be optimized.

Another important feature of the hinged wing mechanism is to facilitatethe wings being as long as possible extending in a lateral directionwhen in a deployed position, but minimizing a length of the wings whichneeds to be stored when in the stored position, such that the wings canfit entirely within an overall outline of an outer shell of the vehicleand keep the vehicle a minimum size. To accommodate such lengthoptimization, the hinge point is preferably provided at outermost rearportions of the left and right lateral edges of the central truss. Insuch a configuration, the chord width of the wings is accommodatedinboard of the hinge points. The wings can thus extend out laterally andan overall width of the vehicle from wing tip to wing tip issubstantially similar to an entire length of the left wing plus anentire length of the right wing plus an entire length of the centraltruss. When stored, the length of the entire assembly including the leftwing, right wing and central truss is substantially the same as only thelength of the left wing (or the right wing) from tip to hinge. As anexample, if the truss is five feet wide and each wing has a chord widthof 2.5 feet and a length of 12.5 feet, the tip-to-tip width of the pairof wings is thirty feet while the wings collapse into a stored packageof 12.5 feet, which can be stored within the vehicle body's outline.

A vehicle is thus provided which has wings which can transition betweena deployed position and a collapsed position and which vehicle when itswings are in the collapsed position can fit within a standard parkingspot, such as with an overall length of the vehicle of approximatelytwenty feet or less. However, when the wings are deployed, the wingshave sufficient length and other size characteristics that they canprovide the lift required for a vehicle of this size and for a payloadsuch as a pair of passengers of typical weight and a small amount ofassociated cargo, similar to that typically found in two seat generalaviation aircraft.

The portion of each hinge which connects to the wings preferablyinterfaces with a wing bracket coupled to each wing at ends thereofopposite the tips. These wing brackets and portions of the wingsadjacent thereto fit inboard of the two parallel plates of the centraltruss. These wing brackets are made of separate elements from the trusswhich are configured to transmit loads effectively from the wing intothe central truss. These loads include lift loads which act vertically,and counteract gravity loads which also act vertically.

Other loads through this hinge joint include drag loads and vehiclepropulsion system acceleration loads which generally act in a fore andaft direction. Other loads, such as those induced by turbulence or theperformance of aerobatic maneuvers can act in other directions and beeither linear loads or twisting loads about different rotational axes,and are all effectively transmitted from the wings to the wing bracketsand then to the central truss with a minimum of loading and associatedstrain on the actual hinge joints themselves. The wing brackets canextend laterally into an interior of an outer aerodynamic surface of anassociated wing if desired to effectively carry loads from the wing tothe wing bracket.

A latching mechanism is also provided which is configured to lock anembodiment of this invention between a wing open position and a wingclosed/stored position. An actuator can optionally be provided to adjustthe latches to engage holes or other structures between the wingbrackets and the truss. In the exemplary embodiment shown, the latchesare provided as a set of four which are fixed to the wing brackets andadjustably engage and disengage the truss at two separate locations forsecure attachment in a deployed or a retracted wing configuration. Thelatches are spaced from the hinge to minimize stress on the hinge andprovided as a set to distribute loads evenly to the truss without stressconcentration.

OBJECTS OF THE INVENTION

Accordingly, a primary object of the present invention is to provide awing hinge and truss that swings a wing partially or wholly away fromthe body for deployment of the wing or into the body of the vehicle forretraction of the wing.

Another object of the invention is to swing a wing away from the bodyand be able to lock the wing to the body in a fashion that transfers thewing loading to the vehicle and away from the hinge to a large degree.

Another object of the invention is to provide a retractable wing whichhas increased wing span over existing state of the art swinging wings.

Another object of the present invention is to provide a method andapparatus for transferring loads from a wing to a central truss of avehicle.

Another object of the present invention is to provide a hinged wingwhich hinge has a minimum of wing loads acting thereupon.

Another object of the present invention is to provide a vehicle whichcan have a wing transition from a deployed to a retracted configurationquickly, easily and reliably.

Other further objects of the present invention will become apparent froma careful reading of the included drawing figures, the claims anddetailed description of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a truss of this invention for securemounting of wings in a pivotable fashion to a flying vehicle, with thewings shown in a deployed configuration.

FIG. 2 is a perspective view similar to that which is shown in FIG. 1,but with the wings shown in a retracted position.

FIG. 3 is a perspective view similar to that which is shown in FIG. 2,but also showing a general outline of a flying vehicle and illustratinghow the wings can be completely retracted within an outline of thevehicle.

FIG. 4 is a perspective view similar to that which is shown in FIG. 3,but with the wings deployed.

FIG. 5 is a top plan view of a left end of the truss of FIGS. 1 and 2and portions of the left wing pivotably attached to the truss, and withthe wings shown in a retracted orientation relative to the truss, andwith truss portions shown in broken lines.

FIG. 6 is a top plan view similar to that which is shown in FIG. 5 butwith the wing in a deployed orientation.

FIG. 7 is a perspective view of that which is shown in FIG. 5, with bothtruss and wing structures shown in solid lines (except where structuresare hidden and then shown with hidden lines), and with a top plate ofthe truss removed to better illustrate details of a wing bracket andhinge assembly, as well as latch assemblies for joining, facilitatingpivoting and securing the left wing to the left lateral edge of thetruss.

FIG. 8 is a perspective view similar to that which is shown in FIG. 7,but with the wing in a deployed configuration.

FIG. 9 is an exploded parts view of the left end of the truss of FIG. 1and portions of the left wing, shown in perspective and illustratingvarious parts comprising the wing brackets, hinge assemblies and latchassemblies which pivotably attach and secure the left wing to the trussleft lateral edge, and with the wing shown in a deployed orientation.

FIG. 10 is a perspective exploded parts view similar to that which isshown in FIG. 9, but with the wing retracted.

FIG. 11 is a perspective view of a wing bracket portion of thisinvention shown with a hinge assembly of this invention exploded fromthe wing bracket.

FIG. 12 is a perspective view of the wing bracket shown alone and from areverse angle of that depicted in FIG. 11.

FIG. 13 is a perspective view of an alternative embodiment truss of thatwhich is shown in FIG. 1, including a center plate for joining a topplate and bottom plate of the truss together.

FIG. 14 is a perspective view of a further alternative embodiment trussof that which is shown in FIG. 1, and featuring a rear plate for joiningthe top plate and bottom plate of the truss together.

FIG. 15 is a perspective view of a vehicle with which the truss andwings of invention embodiments depicted herein can be utilized.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to the drawings, wherein like reference numerals representlike parts throughout the various drawing figures, reference numeral 10(FIGS. 1-4) is directed to a truss which pivotably supports a left wing6 and right wing 8 of a flying vehicle 1. The truss 10 carries loadsfrom the wings 6, 8 to a frame and body of the vehicle 1 when the wingsare deployed. In addition, the truss 10 facilitates pivoting of thewings 6, 8 relative to the truss 10 and associated body of the vehicle1, when the wings 6, 8 are to be retracted, such as to allow the vehicle1 to operate as a wingless road vehicle in one mode of operation.

In essence, and with particular reference to FIGS. 1 and 2, basicdetails of the truss 10 and associated structures for joining the wings6, 8 to the truss 10, are described, according to an exemplaryembodiment. The truss 10 includes at least one plate and typically apair of plates including a top plate 12 and bottom plate 14 spaced fromeach other by a gap therebetween. Each wing 6, 8 has a wing bracket 20secured to a portion of each wing 6, 8 adjacent the truss 10. These wingbrackets 20 interface with a pair of hinge assemblies 30 which allow thewing brackets 20 and associated wings 6, 8 to pivot relative to thetruss 10. Separate latch assemblies 40 are also provided which removablyattach and secure the wing brackets 20 to the truss 10 so that amajority of loads between the wings 6, 8 and the truss 10 are notcarried by the hinge assemblies 30, but rather carried by the latchassemblies 40 directly from the wing brackets 20 to the truss 10, andover to other portions of the vehicle.

More specifically, and with particular reference to FIGS. 3, 4 and 15,basic details of an exemplary vehicle 1 with which the truss 10 of thisinvention and associated wings 6, 8 can be utilized, are describedaccording this exemplary embodiment. The vehicle 1 includes a fore 2opposite an aft 4. The truss 10 is oriented with lateral edges 18defining a lateral extent of the truss 10 transverse to a centerline CL(FIGS. 5-8) of the vehicle 1 extending from the fore 2 end of thevehicle 1 to the aft 4 end of the vehicle 1.

While the vehicle 1 can have a variety of different configurations, in apreferred embodiment an engine provides motive force for the vehicle andis located adjacent the aft 4 of the vehicle 1. The fore 2 of thevehicle 1 defines a nose of the vehicle 1 which includes compartmentswithin which the wings 6, 8 can be stored when in their retractedposition, such as when the vehicle 1 is to be driven on a road. Thevehicle 1 typically includes wheels suitable for allowing the vehicle 1to be driven on roads, with these wheels typically including a pair ofwheels at the aft 4 and a single central wheel at the fore 2. Thevehicle 1 has a width greater than twice a chord length of the wings sothat the wings 6, 8 can reside adjacent each other and fit entirelywithin an outline of the vehicle 1. Alternatively, the wings 6, 8 couldslightly overlap each other when retracted, or the wings 6, 8 couldprotrude slightly from the outline of the vehicle 1, in less thanoptimal embodiments of the invention.

The vehicle 1 would also typically include control surfaces including arudder and vertical stabilizer which are preferably located on a tailassembly adjacent the aft 4 of the vehicle 1. This tail assembly can betelescopically deployed substantially horizontally rearwardly (andoptionally also upwardly) from the aft 4 in one embodiment of theinvention. Preferably, doors cover the wings 6, 8 when they areretracted into an outline of the vehicle 1. These doors can be pivotingdoors which automatically pivot open and closed relative to motion ofthe wings 6, 8, or can otherwise be manually or automatically opened andclosed. A cabin for the vehicle would also typically be provided on aportion of the vehicle between the fore 2 and the aft 4, and typicallyabove and just forward of the truss 10.

With particular reference to FIGS. 1 and 2, basic details of the truss10 are described, according to this exemplary embodiment. The truss 10is a rigid structure providing a general function of pivotably attachingthe wings 6, 8 to the vehicle 1 and transferring loads from the wings 6,8 to the vehicle 1 in a manner where a majority of these loads aretransferred through structures other than the hinge assemblies 30, andmost preferably in the form of wing brackets 20 and latch assemblies 40spaced from the hinges 30. In this exemplary embodiment, the truss 10includes a substantially planar top plate 12 substantially parallel toand spaced from a substantially planar bottom plate 14. Each plate 12,14 has rear edges 16 defining an overall rear edge of the truss 10.These rear edges 16 can be fixed together, such as by a rear truss plate(see FIG. 14). Each of the plates 12, 14 also include lateral edges 18at left and right lateral edges 18 of the plates 12, 14. These lateraledges 19 are spaced apart by a distance defining a width of the truss10. This width is preferably similar to twice a chord width for thewings.

The plates 12, 14 each include hinge holes 13 passing therethrough whichcan receive portions of the hinge assemblies 30 therethrough. The plates12, 14 most preferably include a plurality of ribs 15 and openings. Theribs 15 provide structural strength to the plates 12, 14 while theopenings minimize an overall weight of the truss 10. A pattern for theseribs 15 can vary, but is most preferably akin to the pattern depicted inFIGS. 1 and 2. The plates 12, 14 are spaced apart by a gap heightsimilar to but greater than a wing 6, 8 thickness, so that the wings 6,8 can be retracted at least partially into this gap.

The plates 12, 14 preferably include rear holes 17 adjacent the rearedges 16 and lateral holes 19 adjacent the lateral edges 18. The rearholes 17 are preferably provided as a single hole in the top plate 12and a single hole in the bottom plate 14 for each lateral side of theplates 12, 14 on opposite sides of the centerline CL (FIGS. 5-8). Incontrast, a larger number of lateral holes 19 are preferably provided inthe top plate 12 and bottom plate 14 adjacent the lateral edges 18thereof. In a most preferred embodiment, four such lateral holes 19 areprovided in each plate 12, 14 adjacent each lateral edge 18.

The singular rear hole 17 pair interact with the latch assembly 40 tokeep the wings 6, 8 in their retracted position. Because forces on thewings 6, 8 are rather low when the wings are in their retractedposition, only one pair of rear holes 17 is required in the plates 12,14 to keep the wings 6, 8 in the retracted position for this embodiment.In contrast, a larger number, and preferably four lateral holes 19 areprovided in each of the plates 12, 14 at each lateral edge of the plates12, 14 of the truss 10. These lateral holes 19 each interface withseparate latch assemblies 40 and also with latch holes 26 in wingbrackets 20 so that actuatable posts 48 of the latch assemblies 40extend through these holes 26 and into the lateral holes 19 to securethe wings 6, 8 to the truss 10 through these latch assemblies 40, ratherthan through the hinge assemblies 30.

By providing a larger number of lateral holes 19 and spacing theselateral holes 19 from the hinge holes 13, the wings 6, 8 can havedeployed flight loads transferred to the truss 10 at a variety ofseparate points. Not only are these separate points separate from eachother to avoid stress concentrations, but also are spaced from the hingeassembly 30. By providing multiple such lateral holes 19, and multipleassociated latch assemblies 40, loads are distributed so that each latchassembly 40 need not be as robust while still providing redundantlatching reliability. With the spacing away from the hinge holes 13,forces are carried at locations spaced from the hinge assemblies 30 sothat a minimum of forces are transferred through the hinge assemblies 30from the wings 6, 8 to the truss 10.

With particular reference to FIGS. 9-12, basic details of the wingbrackets 20 and hinge assemblies 30 are described, according to a mostpreferred embodiment. The wing brackets 20 define portions of each wing6, 8 which are securely affixed to the wings 6, 8 and pivotablyattachable to the truss 10. These brackets 20 thus provide at least aportion of a means to pivotably couple the wings 6, 8 to the truss 10and onto the frame of the vehicle 1. The drawing figures depict indetail a left one of a pair of wing brackets 20 for use with the leftwing 6. A corresponding wing bracket would also be provided for theright wing which would be a mirror image of the wing bracket 20.

The wing bracket 20 is a rigid structure which is configured so that itcan be securely affixed to the left wing 6. This wing bracket 20 can beincorporated into the wing 6, or be a separate structure attachable tothe wing 6. In this embodiment, the wing bracket 20 is separate from theleft wing 6 but securely affixed to the left wing 6. The wing bracket 20includes a base plate 22 oriented substantially perpendicular to an endplate 23 and with an upper plate 24 and lower plate 25 spaced apart by awidth of the base plate 22 and end plate 23 and with the upper plate 24and lower plate 25 generally parallel with each other.

A contour of these upper and lower plates 24, 25 is preferably similarto that depicted in the drawing figures, and having a height similar toa thickness of the wings 6, 8 so that the wing brackets 20 can fitwithin the gap between the plates 12, 14 of the truss 10. The wingbrackets 20 are configured with the upper plate 24 and the lower plate25 having a specific geometry which facilitates the providing of a largenumber of latch holes 26 thereon, and not entirely within a line butrather with at least one of the latch holes 26 at an end most distantfrom the hinge assembly 30 being outside of the plane in which the otherthree latch holes 26 are provided.

Preferably, an interface plate 27 is provided adjacent to the base plate22 which provides a separate structure which can be attached to the wingbrackets 20 and portions of the wing 6 to distribute loads and securethe left wing 6 to the wing bracket 20. The upper and lower plates 24,25 each include pivot lobes 28 at one end thereof with an eye 29 passingthrough each pivot lobe 28. This eye 29 of each plate 12, 14 defines acylindrical recess in which a pintle 32 of the hinge assembly 30 can beplaced. The pintle 32 preferably includes ends 33 with grooves 34adjacent thereto. A sleeve 35 can ride over an outer surface of thepintle 32 and provide a standoff function keeping the plates 12, 14 ofthe truss 10 from coming too close together and blocking the motion ofthe wings 6, 8 into and out of the gap between the plates 12, 14.

The hinge 30 assembly includes the eye 29 formed within each pivot lobe28. This eye 29 receives the pintle 32 passing substantially verticallytherethrough. Ends 33 of the pintle 32 preferably include horizontalgrooves 34 which can receive lock rings 38 therein. Washers 36 can alsobe located between the lock rings 38 and the pivot lobes 28 to completethe construction of each hinge assembly 30. The sleeve 35 surrounds thepintle 32 between the plates 12, 14 of the truss 10. This simple hingeassembly 30 is preferably kept simple by having wing loads between thewings 6, 8 and the truss 10 transferred through latch assemblies 40rather than through the hinge assemblies 30.

The wings 6, 8 pivot about associated substantially vertical axespassing through the pintles 32 of each hinge assembly 30. Whilesubstantially vertical, the pivot axes are preferably actually cantedinward and forward slightly so that the wings 6, 8 exhibit some dihedral(or anhedral) when deployed, yet be horizontal when retracted. In oneembodiment, this substantially vertical but slightly canted orientationis six to eight degrees off of vertical inward (toward each other) andsix to eight degrees off of vertical forward to accommodate a six toeight degree dihedral for the wings 6, 8.

With particular reference to FIGS. 9-11, specific details of the latchassemblies 40 are described, according to this exemplary embodiment. Thelatch assemblies 40 while they could be integrated together, are in thisembodiment separate isolated structures which are positioned toselectively latch the wing brackets 20 and associated wings 6, 8 toportions of the truss 10. Each latch assembly 40 includes a mountingplate 42 which in this embodiment is configured to allow the latchassemblies 40 to be attached through fasteners 44 to the wing brackets20, and most particularly to the base plate 22 of the wing brackets 20.

Each latch assembly 40 includes a cylindrical body 46 which extendssubstantially vertically and has a height similar to a distance betweenthe upper plate 24 and lower plate 25 of the wing brackets 20. Theselatch assemblies 40 are positioned directly aligned with the latch holes26 in the wing brackets 20.

Actuated posts 48 extend from upper and lower ends of the cylindricalbody 46 and through the latch holes 26 in the wing brackets 20. Theposts 48 move up and down (along arrows C and D of FIGS. 7 and 8). Suchmotion can be manual or automatic. If automatic, in one embodiment thecylindrical bodies 46 are configured as solenoids. When an appropriateelectric signal is delivered to the assemblies, the posts are caused tomove up or down depending on whether the latch assemblies are to beengaged or disengaged. As an alternative, the latch assemblies could bemanually actuated, with such manual actuation occurring through slidingof a lever or other mechanism associated with the posts 48.

If required, force assistance for movement of the posts 48 could beprovided by a spring or other element for adding force to movement ofthe posts 48. These posts 48 move up into holes in the truss 10,including lateral holes 19 or the rear holes 17. The lateral holes 19are engaged by the posts 48 when the wings 6, 8 are secured in theirdeployed configuration. Preferably, all four posts 48 are used to engageportions of the wing brackets 20 to the lateral edges 18 of the truss 10through the lateral holes 19 in the plates 12, 14. When the wings are intheir retracted position, only one of the posts 48 is used and moved toengage the rear holes 17 in the truss 10 for securing the wings 6, 8 intheir retracted position. Optionally, the rear holes 17 could be omittedand the wings 6, 8 secured in their retracted position by structuresnear the fore 2 that engage the tips of the wings 6, 8 or elsewhere, asthe wings 6, 8 do not encounter high loads when retracted.

If desired, sensors can be associated with the posts 48 and latchassemblies 40 generally, which sensors ensure that the posts 48 haveentirely engaged holes in the truss 10 to ensure that the wings 6, 8have been adequately locked in their deployed position to the truss 10.This system can be integrated with lights on a display within thecockpit which indicate the status of the latch assembly 40.

These posts can be perfectly cylindrical if desired. Tolerance can beprovided to allow the posts 48 to fit within the holes in the truss 10,including the rear holes 17 and lateral holes 19. As anotheralternative, the posts 48 can have some degree of taper so that theposts 48 can extend until an interference with surfaces of the lateralholes 19 or rear holes 17 occurs. With such a taper, no tolerance isrequired and a secure fit is always achieved. Some combination oftolerancing and geometric configuration of the posts 48 can beappropriately selected to optimize secure attachment and convenientmovement of the posts 48 to achieve the benefits of secure attachmentand the benefits of convenient movement of the posts 48.

FIG. 13 depicts an alternative truss 110 which is similar to the truss10 of FIGS. 1-4 except that it uniquely includes a center plate 150joining the top plate 12 and bottom plate 14 together. Such a centerplate 150 adds stiffness to the truss 110 and can be added to the truss10 if desired. The plate 150 is positioned along the centerline to keepopen the gap in the truss for wing 6, 8 positioning therein.

FIG. 14 depicts an alternative truss 210 which uniquely includes a rearplate 250 joining rear edges of the truss 210 together. This rear plate250 features ribs 255 in this embodiment which supply a strength to thisrear plate 250 while minimizing weight.

The center plate 150 of the alternative truss 110 (FIG. 15) could becombined with the alternative truss 210 and associated rear plate 250and with these structures integrated into the truss 10 of FIGS. 1-4 inone form of the invention, so that the plates 12, 14 of the truss 10 canbe securely held together and kept from distorting while carrying theloads between the wings 6, 8 and a frame of the vehicle 1 to which thetruss 10 is attached. Such frame attachment between the truss 10 and thevehicle 1 can occur on a variety of different portions of the truss 10,provided that they avoid interference with motion of the wings 6, 8. Inone embodiment, the truss 10 is integrated into the overall frame of thevehicle, rather than as a separate structure.

From a geometric standpoint, the truss 10 has plan form dimensions thatare generally twice as wide as the chord length of the wings 6, 8. Inthis way the wings 6, 8 can fit inside the gap when the wings 6, 8 areretracted. The truss 10 has a height similar to a thickness of the wings6, 8 so that the wings can fit within the gap. The vehicle 1 extendsfrom the truss 10 location near a center of gravity of the vehicle 1forward to the fore 2 a distance similar to a length of each wing 6, 8.By hinging the wings 6, 8 to the truss 10 at rear lateral corners of thetruss and rear root ends of the wings 6, 8 this forward extension of thewings 6, 8 is kept to a minimum so that wing 6, 8 length can bemaximized while vehicle length formed of the truss 10 can be minimized.

This disclosure is provided to reveal a preferred embodiment of theinvention and a best mode for practicing the invention. Having thusdescribed the invention in this way, it should be apparent that variousdifferent modifications can be made to the preferred embodiment withoutdeparting from the scope and spirit of this invention disclosure. Whenstructures are identified as a means to perform a function, theidentification is intended to include all structures which can performthe function specified. When structures of this invention are identifiedas being coupled together, such language should be interpreted broadlyto include the structures being coupled directly together or coupledtogether through intervening structures. Such coupling could bepermanent or temporary and either in a rigid fashion or in a fashionwhich allows pivoting, sliding or other relative motion while stillproviding some form of attachment, unless specifically restricted.

What is claimed is:
 1. A combination airplane/motor vehicle arrangement,comprising: a vehicle body having: a fuselage formed with an outershell, wherein said fuselage further comprises a pair of laterallyspaced storage compartments, and a plurality of wheels to enablemovement; and a pair of main wings pivotally hinged to the vehicle bodyin a rearward location of the associated storage compartment atlaterally spaced positions for movement about a respective hinge axisbetween: a deployed position projecting outward from a longitudinal axisof the vehicle body so as to (1) both enable and (2) act as a primarylifting mechanism to sustain flight at speeds exceeding a vehicle takeoff speed, and a retracted position extending forwardly from theassociated hinge axis to enable storage of the wings for travel of thevehicle body on a ground surface; wherein, in the retracted position,each of the pair of main wings is stored entirely within a correspondingstorage compartment of the pair of laterally spaced storage compartmentsand thereby within an overall outline of the vehicle body defined by theouter shell as a result of the placement of the hinge axes on thefuselage.
 2. The airplane/motor vehicle arrangement of claim 1, furthercomprising a bracket mechanism for securing each of the pair of mainwings to the vehicle body in cooperation with an associated hinge suchthat primary wing loads are transmitted from the wing to the vehiclebody through the bracket mechanism.
 3. The airplane/motor vehiclearrangement of claim 1, further comprising a ducted fan located rearwardof the passenger compartment for providing sufficientthrust to createlift through the deployed main wings and thereby propel the arrangementinto a flight condition and sustain said arrangement in flight.
 4. Acombination airplane/motor vehicle arrangement, comprising: a vehiclebody having: a fuselage formed with an outer shell, wherein the fuselagefurther comprises a passenger compartment and a pair of laterally spacedstorage compartments located below the passenger compartment, and aplurality of wheels to enable movement; and a pair of main wingspivotally hinged to the vehicle body in a rearward location of the pairof laterally spaced storage compartments at laterally spaced positionsfor movement about a respective hinge axis between: a deployed positionprojecting outward from a longitudinal axis of the vehicle body so as toboth enable and then act as a primary lifting mechanism to sustainflight at speeds exceeding a vehicle take off speed, and a retractedposition extending forwardly from an associated hinge axis to enablestorage of the wings for travel of the vehicle body on a ground surface;wherein, in the retracted position, the wings are stored within theassociated storage compartment as a result of the placement of the hingeaxes on the fuselage.
 5. The airplane/motor vehicle arrangement of claim4, further comprising a pair of doors pivotally arranged to cover theassociated storage compartment when the wings are in the retractedstorage position.
 6. The airplane/motor vehicle arrangement of claim 4,further comprising a tail assembly having control surfaces and beingpivotally secured to an aft section of the fuselage body for movementinto a deployed position.
 7. The airplane/motor vehicle arrangement ofclaim 4, wherein said plurality of wheels comprises a pair of rearwheels and a single wheel located forwardly of the rear wheels in athree wheeled configuration.
 8. The airplane/motor vehicle arrangementof claim 4, further comprising a bracket mechanism for securing eachwing to the vehicle body in cooperation with the associated hinge suchthat primary wing loads are transmitted from the wing to the vehiclebody through the bracket mechanism.
 9. The airplane/motor vehiclearrangement of claim 8, wherein each of the associated hinges is locatedoutside the main wing loading path.
 10. The airplane/motor vehiclearrangement of claim 4, further comprising a ducted fan located behindthe passenger compartment for providing sufficient thrust to create liftthrough the deployed main wings and thereby propel the arrangement intoa flight condition and sustain said arrangement in flight.
 11. Theairplane/motor vehicle arrangement of claim 4, wherein, in the retractedposition, each of the pair of main wings is stored entirely within anoutline of the fuselage.